Reverse gear



June 16, 1942; V A. T. NAYBSTEDT 2,286,223 2 REVERSE GEARS Filed Jan. 16, 1940 8 Sheets-Sheet 1 June 16, 1942, AJT. NABSTEDT 2,286,223

REVERSE GEARS I I Filed Jan, 16, 1940 '8 Sheets- Sheet 2 June 16, 1942; A. T. NIABSTEDT REVERSE GEARS Filed Jan. 16, 1940 8 Sheets-Sheet s 2 June 16, 1942. A. T. NABSTEDT 2,286,223

' REVERSE GEARS Filed Jan. 16, 194Q 8 Sheets-Sheet 4 June 16, 1942. A. r. NABSTEDT REVERSE GEARS Filed Jan. 16, 19'4o a Sheeis-Shet s Juhe 16, 1942.

A. T. NABSTEDT REVERSE GEARS Filed Jan. 16, 1940 8 Sheets Sheet 6 am 11 M:

June 16, 1942. A. T. NABSTEDT REVERSE GEARS Filed Jan. 16, 1940 8 Sheets-Sh eefa 7 June 16, 1942. A. T. NABSTEDT 2,286,223

REVERSE GEARS/ Filed Jan. 16, 1940 8 Sheets-Sheet 8 Patented h... 16, 1942 UNITED STATES PATENT OFFICE.

REVERSE GEAR Arthur T. Nabstedt, Hamden, Conn., assignor to The Snow & Petrelli Manufacturing Company, New Haven, Conn., a corporation of Connecticut Application January 16, 1940, Serial No. 314,076

24 Claims.

the gear is in line with the driving and driven shafts and so arranged with respect to the gears and the clutch mechanism that there is very d1- rect and efficient transmission of power on the direct drive, and also in reverse.

Another object is to improve the general organization of the reverse gear parts, and especially the arrangement of the clutch mechanism on the one hand and the gearing on the other hand to the central shaft with which the mechanism is provided.

Another object is to furnish a reverse gear having a clutch mechanism which is capable of transmitting a large amount of power, but is, nevertheless, of small size and weight.

I also have in view the provision of further novel features, as will hereinafter appear, including improvements in the clutch whereby the latter takes hold in a very gentle and, gradual manner, and improvements in connection with th driving element and the clutch-rotated part which provide for positive drive of the latter in the event that there is slipping of the clutch.

To these and other ends the invention consists in the novel features and combinations of parts to be hereinafter described and claimed.

In the accomp nyi drawings:

Fig. 1 is a vertical longitudinal section of a reverse gear embodying my improvements, the same being shown in position for forward drive before the positive drive dogs are locked;

Fi 1A is a fragmentary view of certain parts shown at the lower part of Fig. 1, illustrating the positive interlock between the driving hub on the central shaft of the gear and the driving ring such as would occur upon any slipping of the clutch taking place;

Fig. 2 is an enlarged view of the parts at the left-hand end of Fig. 1, the same being shown in the position for forward drive Fig. 3 is a sectional view of certain parts at the upper portion of Fig. 2, together with certain additional parts, illustrating them in the positions which they take the neutral position of the reverse gear. the dotted position of one of thelevers being its position for reverse drive;

Fig. 4 is a section on line 4-4 of Fig. 1; Fig. 5 is a section on line 5-5 of Fig. 2; Fig. 6 is a section on line 6-6 of Fig; 3; Fig. '7 is a section on line 1-1 of- Fig. 1; Fig. 8 is a sectional view illustrating a modified form of friction clutch mechanism;

Fig. 9 is a sectional view of a modification in which the positive means of engagement between the central shaft drive hub and the driving ring is omitted;

Fig. 10 is a vertical longitudinal section of a portion of a reverse gear embodying a further modified form of the clutch mechanism between the engine-driven member and the shaft;

Fig. 11 is a vertical longitudinal section of another reverse gear embodying a still further modified form of friction clutch and also embodying a modified form of the gear set;

Fig. 12 is a detail section on line l2---l2 of Fig. 11, and l Fig. 13 is a diagrammatic view of the internal gears and pinions of the gear set of Fig. 11.

In the drawings I have shown for illustrative purposes a reverse gear such as employed for marine use in driving a propeller shaft from an engine of considerable horse power, for example, a Diesel engine. In this mechanism as illustrated, there is a main housing adapted to be placed on a suitable bed between the engine and the propeller shaft, and this housing, which in general is of a rounded contour, is relatively short. Mounted in the housing is a longitudinal shaft in an approximately central location, which I may term a central shaft, adapted to be interpolated directly in line with the engine shaft and the propeller shaft or other power take-off,

said central shaft having suitable bearingsin the housing. As illustrated, the forward end of the so-called central shaft, which .is the main shaft of the reverse gear, has in association therewith a flange or collar adapted to be fastened to the rear end of the engine shaft. Also as illustrated, the rear end of the central shaft or main shaft is provided with a hub adapted to be suit- A ably connected to the forward end of the propel- In the form of Fig. 1, the reverse gear housing is shown at A, the central shaft at B, the flange or collar at the front end of said shaft at C, and the propeller-driving hub or coupling member at the rear end of said shaft at D. The clutch mechanism in the forward end .of the housing is shown at E, and the gearing in the rear portion of the housing at F. The housing A is provided at its forward end with a flange G by means of which it can be bolted or otherwise fastened to the rear end of the engine housing. Mounted transversely in the housing at the upper part thereof is an operating shaft H adapted to be actuated by an exteriorly disposed lever I of which a portion is shown in Fig. 6. From this operating shaft H, which is a rock shaft, is adapted to be actuated in the manner hereinafter described a brake mechanism J, associated with the gearing F, and an actuatin lever'K for the clutch mechanism E.

Referring now to the details of this mechanism, it will be noted that the forward extremity of shaft B is reduced, as shown at I0, and

.has disposed about it an anti-friction bearing providing for thefree rotation of the collar or flange C. The collar C is provided with holes l2 by means of which it may be bolted to a suitable flange (not shown) on the engine shaft.

The collar or flange C is of considerable diameter, and is of a dished shape to provide at its inner side a cavity for certain clutch parts, hereinafter described, and at the periphery. of flange C is a rim or shoulder |3 operating with suitable clearance in the housing flange G. To the right of portion Ill (Fig. 2) shaft B has a full-diametered portion M to which is keyed by a key IS a hub member Hi. This hub member is prevented from dislocation on the shaft by a nut screwed on the shaft. The hub It has a lateral flange l8, to which is pinned by pins 9 a member having an axial flange 2|. outer surface of the flange 2|, and on its supporting body, is mounted a clutch member or ring 22. This member is part of a cone clutch, having a conical surface 23 carrying clutch-facing material 24 adapted to be brought into contact with a conical surface 25 provided within the flange member 0. The clutch facing is held in place by rivets 26. The clutch member 22 cannot rotate relatively to its support because it is provided with inwardly extending teeth or splines 21 engaging cooperating teeth or splines 28 on the plate-like support 20, 2|, but the clutch member is free to move axially within certain limits. Pins 23 provided in the member 20, 2|

are abutted by springs 30 socketed in the clutch member 22, which springs normally hold the clutch member in released position with respect to its co-acting conical surface on member C.

At the inner or right-hand face (Fig. 2) of clutch member 22 clutch-facing material 3| is held in place by rivets 32. This clutch-facing material is adapted to be contacted by the face of a clutch ring or plate 33 forming a part of a two-plate spring-loaded clutch member. The

other plate of this member is shown at 34, and

it will be noted that these plate members 33 and 34 are normally held in slightly separated positions by means of small suitably socketed coil springs 35 interposed between-the plates at.

suitable intervals. Coil springs 35 are effective to release the frictional engagement between plate 33 and the inner face of conical member 22. The plates 33 and 34 are enclosed within a peripheral wall or rim portion 31 projecting from.

On the.

the flange member C and disposed within the housing. and this wall is provided at its inner face with splines 33 engaged by teeth or splines 33 on plate 33 and by teeth or splines on plate 34, whereby rotationof member C will be effective to rotate the clutch plates 33 and 34.

At therear of the annular wall 31 of member 0 there is provided a ring-shaped member 4| which is secured to the wall 31 by a plurality of screws 42. The member 4| has at the periphery a shouldered portion engaging the correspondingly shouldered rear edge portion of wall 31, and the member 4| also has a web portion 43, best shown at the lower part of Fig. 2, extending parallel to and enclosing plates 33 and 34, which web portion is integrally joined with an axial flange portion 44 that overlies and encloses the clutch plates aforesaid at their inner portions. At suitable intervals the web portion 43 is provided with bores 45 to accommodate plungers 46 for shifting clutch plate 34. Mounted transversely in each of the plungers 46 is a pin 41 carrying a roller 48 that is adapted to be engaged 'by the cam-like surface 49 of an elbow Such pins may have threaded shanks 33 engaging screw-threaded sockets in plate 33, and they may have cylindrical bodies 33 engaging correspondingly shaped round holes in plate 34, and they may be provided at their inner ends with round heads 33 which serve as stop members. The heads 33 may operate in holes 33 provided in member 4|, said holes being in the web 43.

The axial flange 44 of member 4| is provided at its inner surface with splines 55 parallel to the axis of the gear, which are engaged by correspondingly formed but shorter splines 56 formed at the periphery of a ring or washershaped member 51 disposed in a space adjacent the hub i6, previously described. The member 51 in this embodiment is provided on its forward face with an annular series of projecting dogs 53 that arepreferably in the form of small blocks. These blocks are spaced apart uniformly in a ring-like series, and they are adapted to be projected into the correspondingly formed spaces between similarly formed and arranged rearwardly projecting dogs 58 carried on the flange l8 of hub member l6. By axial shifting of member 51 in the manner hereinafter described, the dogs 53 may be caused to be projected into interlocking engagement with dogs 53, which position of the parts is shown in Fig. 1A.

The ring-shaped member 51 is provided with a central aperture 60 which enables it to be slidably' mounted around a forwardly projecting flange 6| of a sleeve member 62. This sleeve member is disposed about a sleeve member 63 which-immediately surrounds with some clearance a portion 64 of a shaft B. The portion 64 of the shaft is-separated from the portion i4, previously mentioned, by a small shoulder 65, and at the left of this shoulder (Fig. 2) is an anti-friction bearing 66 which surrounds the The body of the sleeve member 62 provides a sort of hub-like member which supports a" further sleeve member 66 surrounding member 62, and member 68 is provided with axially extending portions 69 having apertures I receiving the inner enlarged ends 52 of the elbow lever or toggle lever arms 52, previously mentioned. Extending around the body of a sleeve member .68 is an anti-friction bearing II providing an actuating collar for member 68, this anti-friction bearing having an inner race H and an outer race H. The outer race 'II of this anti-friction bearing is provided at the sides with outstanding trunnions I2, which are adapted to be engaged by the lower forked ends I3 of a duplex lever member I4 presenting downwardly projecting legs (Fig. 6) which have bearings at 15 on the crossrod I6, which is mounted inand extends between parallel side Walls 11 with which the housing is provided at this point.

The duplex lever or fork structure I4 is provided above the crossrod I6 with an upwardly extending arm 18 carrying at its upper end a roller I9 adapted to be engaged in a notch 80 of a lever arm 8I depending from the main operating rock shaft H, previously mentioned.

Through the connections described it is possible to swing the fork structure I6 on its axis so as to move the sleeve member 68 in an axial direction, and this will cause actuation of the plungers 46 and the clutch plates 33 and 34. This axial movement of sleeve member 68 also controls the operation of the axially shiftable ring member 51 through the following mechanism: At certain points in the periphery the web portion 82, which projects from the sleeve member 68, is provided with threaded bores in which are screwed pins 83, these pins 83 being passed through holes 84 in a web 85 with which sleeve member 62 is provided. These pins 83 also pass through holes 86 in the member 51, which holes 86 are in communication with sockets 81 in which are slidably disposed the round heads 88 with which the pins 83 are provided. A coil spring 89 encircles each pin 83 in the space between the front face of web 82 and the rear face of member 51,,and the normal tendency of this spring is to separate member 51 from member 62. Furthermore, the heads 88 of pins 83, by taking up against the bottoms of the sockets 81, are enabled to pull the member 51 rearwardly when member 68 is moved rearwardly. Member 62 cannot move axially because of its conforma-- tion to and interlock with anti-friction bearing 66, which anti-friction bearing in turn is held in place by shoulder 65 and hub I6. Sleeve 62 is keyed to the shaft sleeve 63, as previously described, and sleeve 62 is rotated whenever the engine shaft flange C is rotated, because of the fact that the web portion 85 of sleeve 62 carries a peripheral flanged portion 90 having peripheralsplines 9I engaged with thesplines 55, previously mentioned, which are formed at the innersurface of the flange 44 of member 4|. Thus it is possible to drive from engine shaft flange C through member 4|, and to rotate sleeves 62 and 63 continually from member ll as a result of the keyed engagement between members 62 and 4|, and between members 62 and 63.

Referring now to the mechanism in the rear end portion of the housing, it will be noted that thesleeve member 69 extends rearwardly through an .opening 92 ina partition member 93 extending transversely with respect to the housing. The partition member 93 has a fixed rim portion 94 that may be cast integrally with the housing, and a removably mounted wall portion 95. Rearwardly of the wall 93 is'located the gear mechanism F, previously mentioned, which includes gears mounted in a gear carrier or cage 96. The cage 96 is in the form of a short hollow cylinder, and it is surrounded by a brake band 91 adapted to be tightened and released in a manner hereinafter described. The

rear end portion of sleeve 63 is formed as a hub '98 cut at the periphery to provide a spur gear,

as indicated at 99, this spur gear being located centrallyof the cage ,96 and being supported from a portion of the shaft B by a roller hearing I00. Surrounding the sleeve 63 is an antifriction bearing IOI by means of which the front side wall I02 of the gear cage is rotatably supported with respect to sleeve 63. The rear wall I03 of cage 96 has a similar rotatable mounting, by means of an anti-friction bearing I04, on a portion I05 of a spur gear member I06 keyed to a portion I0'I of shaft B by a key I00.

The cage 96 is provided with a plurality of pinion studs I08 on which are mounted by suitable anti-friction bearings long spur pinions H0, and these long pinions mesh with the teeth 99 of sleeve 63, and they also mesh with short pinions III mounted in the cage on studs H2, and the short pinions III in turn mesh with the spur teeth of gear member I06 splined to the shaft. In this manner it is possible to drive fromsleeve 63 to member I06 when the gear cage 96 is held stationary by brake band 91, and in such case the members 63 and I06 will act as central gears disposed in the gear cage, element 63 providing the driving gear and element I06 providing the .driven gear.

The member D, previously mentioned, which is adapted to be coupled'to the propeller shaft for driving the same, is arranged at the rear extremity of shaft B beyond gear member I06,

\ flange, member D being held in place. length- The lever 0|, previously described, which depends from the rock shaft H, is suitably connected with the brake device surrounding the gear cage, so as to cause the tightening of the brake at the proper time and the releasing of the brake at the proper time. For this purpose lever 8| is provided with a rearwardly extending arm I20 connected by a pivot I2I with a link I22. The link I22 is so connected to the brake band that in the position shown in Fig. l the brake band will be released, while in the position of level 8i, shown by the dotted lines in Fig. 3, where the link I22 is drawn forwardly, the'brake will be tightened to arrest the rotation of the pinion cage. There is nothing novel in the provisions for tightening the brake band as the link I22 is moved forwardly, because such devices are well known, and therefore I do not go into further detail in thisrespect.

In the position shown in Fig. 3, the reverse gear is in neutral. The gearing in the rear portion of the housing has, in the neutral position, the same position illustrated in Fig. 1. In neutral the engine shaft flange C is rotating, and through the member 4| the sleeves 62 and 63 are being freely rotated, the shaft B being stationary. Not' only are sleeves 62 and 63 rotating, but also sleeve tionary along with its connected hub member 16,

because of the fact that at this timethe cone clutch member 22 is disengaged from the co-acting conical part of the flange member C. The rotation of the main sleeve member 63 causes the rotation'of the central gear formed integrally therewith, and the teeth of this gear mesh with the long pinions H0, but these pinions are free to turn in an orbit around the main shaft, inasmuch as the cage 96 is not braked, and is therefore free to turn. The gear I06 keyed to the shaft is stationary with the shaft, and the short pinions merely rotate around this gear while in engagement therewith. The propeller shaft driving member D remains stationary, as the shaft keyed to it is stationary.

Supposing now that it is desired to place the parts in position for forward drive, the rock shaft H is actuated by movement of lever I to shift lever 8| rearwardly from the position shown in full lines in Fig. 3 to the position shown in Fig. 1. In this operation the notch 80 catches over roller 19, which causes the upper portion of lever structure 14 to be thrust rearwardly with rod 16 acting as a pivot. Consequently the lower portion of lever structure 14 is thrust-forwardly to carry forwardly trunnions 12 on the outer ball race 1|. As the inner race 1i=.of bearing 1| is thrust forwardly, sleeve 68 is correspondingly moved, and by actuation of the elbow levers 50 previously described, the plungers 46 are moved to engage the clutch plate 34. The clutch plate 34 then acts through coil'springs 35 to exert axial pressure on clutch plate 33, which is thereby yieldingly engaged with the clutch facing on the rear face of cone clutch member 22. The'result of this action is to causethe clutch facing on the conical face of member 22 to be engaged with the interior conical surface of member C, and in this manner the hub i6 is locked to member C by reason of the interlock between member 22 and member 20 which is pinned to the hub I6. Therefore, as a result of the action of the clutch plates 33 and 34 and the clutch member 22, the hub 16 is clutched to member C to rotate therewith. There is, therefore, a very direct drive of hub l6 from the peripheral portion of member C through clutch member 22 and plate member 20, 2|, power being transmitted inwardly and radially to the hub member. There is furthermore a very strong frictional connection between flange member C and hub l6 through the annular wall or rim of the flange member, the clutch plates 33 and 34 interlocked therewith, and the frictional connection between plate 33 and the rear face of member 22. The shaft is, therefore, driven in a very effective manner from the left-hand end (Fig. 1), and power is taken off the righthand end by member D keyed thereto, which is attached to and drives the propeller shaft.

When the clutch mechanism is moved tothe engaged position it'takes hold very gently and gradually owing to the provision of the helical springs interposed at intervals between the clutch plates 33 and 34, and also by reason of the fact that clutch plate 33 is clutched to member 22, and the member 22 in turn clutched to the hollow conical portion of the driving flange.

As the sleeve 68 is actuated from the fork lever 14 to actuate the clutch mechanism through the operationof the plungers 46 and the toggle levers 5|, 32, the pins 93 are also carried forward or to the left (Fig. 2), and theeffect of this is to cause the coil springs 89 acting against the rear face of ring member 51 to be compressed, whereby the said ring member is urged toward the left (Fig. 2). In being moved in that direction, ringmember 51 may carry its dogs 58 into such a position that their front faces will contact the rear faces of the dogs 59, or the action of the dogs 58, in being moved forwardly, may be such that they will enter the spaces betwen the dogs 59, thus locking ring 51 positively to the hub i6. In any event, should there be slipping of the clutch, the dogs 58 will find lodgment in the intervals between the dogs 59 (as shown in Fig. 1A), and there will be positive locking together of ring member 51 and hub l6, so that there will be no further slipping, and on the other hand there will be a positive drive of the shaft hub from the engine drive member C, this positive drive coming from the peripheral portion of the latter member to the peripheral portion of hub i6 through the ring member 51, which is keyed to member 4| fastened to member C and is adapted to be moved into dogging or toothed engagement with hub 16. The dogs may interengage, on the other hand, even if there is no slipping of the clutch; the movable dogs may go into engagement at once as the friction clutch is engaged. If the dogs merely move into the abutting position, upon engagement of the friction clutch, as very frequently happens, they engage without clashing, this being due to the structure of the friction clutch as above described.

Upon movement .of the operating rock shaft H back to the position shown in full lines in Fig. 3, the reverse gear will be brought again to the neutral position, in which the clutch mechanism is disengaged and the main shaft sleeve 63 is rotating idly, and the pinion cage rotates freely.

If it now be desired to effect reverse drive, fur-.

ther rotation of rock shaft H in a clockwise direction (Fig. 3) will result in the tightening of the brake band 91 by the mechanism previously described, which will cause the rotation of the pinion cage to be arrested and the locking of the pinion cage in a fixed position, The result of this willbe the fixation of the pinion axes, and therefore the rotation of sleeve 63 from the drive member C will be effective to drive the long pinions Illl, and through them the short pinions Ill, and the pinions Ill will rotate the central gear member I05 and therefore the shaft B in the reverse direction, at the proper reverse speed. The reverse speed will preferably be fairly high in comparison to the forward speed, say to percent. of forward speed.

In Fig. 8 I have shown a modified form of the clutch mechanism interposed between the'driving member and the main shaft hub. In this case, instead of having two plates with interposed springs, as previously described, I employ a single plate I23 cooperating with the conical clutch member 22. The clutch plate I23 is shiftable by means of plungers I24 having rollers I25 engaged by the forward-ends of toggle levers I26. The toggle levers I26 are mounted in plungers I21 abutting plungers I24, and plungers I24 and I21 are arranged to slide in member I28. A member I28, corresponding to ring member 51, previously described, provides for direct interlock between the peripheral portion of driving flange C' and the peripheral portion of shaft-driving hub I6. In order to permit taking up of wear in the clutch, the mechanism is rendered adjustable by providing an adjusting ring- I39 which has internal screw threads I3I engaging an exteriorly threaded shouldered part I82 on'member I28. Spring-pressed removable pins I33 are adapted to lock the threaded ring I30 in the angular position to which it is adjusted. This ring I38 has a shoulder I34 overlying and pressing against the end surfaces of the plungers I21, so as to control the longitudinal position of the plungers, and therefore of clutch plate I23. It will be understood that the plungers I21 provide for adjustment of the toggle lever pivots axially of the mechanism, inasmuch as the toggle levers.have pivot pins I21 carried by-- the plungers and moving therewith as the plungers are adjusted. Certain portions of the toggle levers operate in appropriately cut-away parts of the plungers I21 and I24, as will be understood.

' In Fig. 9 I have shown a further modification in which the clutch plates 33 and 34, previously described, are retained, but wherein the ring Where a positive driving ,member, such as ring member 51, is employed, it need not in all cases be used in connection with a friction clutch structure such as shown herein, for it is possible to use. it in connection with disk, cone, or.

member with a driving hub, and a further clutch which acts in the event that there is'slippage of the primary clutch. However, the arrangement of the clutches is somewhat different from those previously described in that a multiple plate clutchis interposed between the engine-driven member and the movable member of the dogging or toothed clutch. Here the engine-driven member is shown at C and the shaft-driving hub adjacent the same at I31. Coupled to hub I31 is a friction clutch ring I38 adapted to engage a conical socketed surface of the engine-driven member, as before. The clutch ring I38 is adapted to be engaged by a clutch plate I39 similar to the plate I23 of Fig. 8. This plate is keyed in the cylindrical wall I40 of the engine-driven member in longitudinal grooves MI, and behind a plate I39, plates I42, I43, and I43 are keyed to member 51, or its equivalent, is omitted. In this case the annular member I35, bolted to the pe-,

riphery of the driving flange and serving .as a clutch plate retaining member, is splined, as before,- to sleeve 62, but in front of the splined portion member I isprovided at I36 with a plain inner surface.

It will be understood that in all the forms described the forward drive is characterized by the rotation of all of the structure within the housing, with the exception of the-brake band surrounding the pinion cage, and the operating mechanism for the brake band and for the clutch-controlling sleeve 68. The hub member or connecting member I5 is driven in the manner previously described, and by reason of the interlock between ring member H and the flange on sleeve 62, and the keyed connection between sleeve 62 and the sleeve 63, the latter sleeve is driven in the same direction as the shaft B as the latter shaft rotates. Also by reason of the fact that gear member I05 is keyed to shaft B,

the gear structure, including the pinion cage and the pinions, will be rotated with the shaft so as to act similarly to a flywheel. It is only when the reverse gear is in the neutral position that the pinion gearing disposed about the shaft has a the engine-driven member by means of grooves I4I. A number of interposed plates I44, I45 and I46 are keyed in grooves I41 of an annular member I48, which in turn is keyed as at I49 to a clutch ring member I50 carrying dogs I5I adapted to engage between dogs I52 on the hub member I31. The ring member I50 is supported by an anti-friction bearing I53 on a member I54 surrounding the driving hub and isacted on axially by springs I55. Clutch ring member I50 is adapted to bethrust forwardly toward the engaged position as the friction clutch mechanism is engaged, by means such as previously "described, connecting said ring member with. friction-clutch-actuating sleeve 68. This sleeve, as in the case illustrated in Fig. 8, actuates toggle levers I56 mounted in plungers I51 and adapted to shift co-acting plungers I58 in order to engage the friction clutch mechanism. The plungers are adjustably held in position by a threaded ring I59, the arrangement in this respect being similar to that of Fig. 8. It will be seen that by movement of plunger I 58 to the left (Fig. 10) the plates of the multiple plate group will be shifted to bring plate I39 against member I38,

which in turn will be frictionally engaged with the cooperating conical surface on'the enginedriven member. As the friction clutch is engaged, the locking member I50 is actuated as before. If the dogs I5I and I52 have not already engaged, they will engage each other in the event that there isslippage of the friction clutch. In this and the co-acting plates, which are interlocked,

with the cylindrical wall portion of the enginedriven member 0*.

Upon release of the friction clutch, plate I39 is pressed out of engagement with member I38, and the hub I31 is then free from'connection with the engine-driven member. In the unclutched position, the two groups of plates connected respectively with the engine-driven member and the positive locking ring, may all turn together as a unit, the clutch ring I50 being free to turn on its anti-friction bearing. On the forward drive, however, the ring I50 carrying the locking dogs and adapted to be interlocked with the driving hub of the shaft is very directly driven by a strong frictional connection (including a plurality of interengaged clutch plates), with the peripheral portion of the engine-driven member extended rearwardly beyond that portion of the member which is engaged by the cone'ring I38.

In the form of reverse gear shown in Figs. 11, 12 and 13, the housingis shown at A, the central shaft at B, the flange or collar at the front end of the shaft at C and the propeller-driving coupling member at the rear end of the shaft at D. Adjacent the forward end of shaft B and keyed thereto at I60 is a hub I6I havinga web I62 and a peripheral portion or rim I63 in the form of a double cone which provides a conical friction surface at one side of the web and an oppositely inclined conical surface at the opposite side of the web. Each of these surfaces is provided with a friction facing .I64. The conical friction surface at the left (Fig. 11) is adapted to be contacted by an annular member I65, and

the surface toward the right is adapted to be contacted by an annular member I66.

It will be noted that the engine-driven member C is provided with a substantially cylindrical extension or wall portion I61 adjacent its rim constituted by a part which is bolted in place, and that the members I65 and" I66 are disposed within this portion I61 and keyed thereto by means including longitudinal grooves I68 provided in portion I61 at the inner surface thereof. At the left-hand side of member I65 (-Fig. 11) is a ring member I69 housed in an annular recess in engine-driven member C and between ring member I69 and member I65 coil springs I are socketed at intervals, in order to control the axial movement of member I65. A number of coil springs "I are also socketed between members I65 and I66, the tendency'of said springs being to separate said members to a certain degree.

At a number of points in the circumference of l8l. Upon interengagement of these clutch surfaces and substantially simultaneously therewith the clutch member I65, by being moved to the right (Fig. 12) by the reaction, engages with its interior conical surface the co-acting conical surface on the driving hub for the shaft. Thus by a longitudinal thrust upon collar I16 which is not unduly powerful, a very strong and effective frictional grip upon the shaft-driving hub is brought about, the two oppositely inclined conical surfaces of the hub being engaged by the two oppositely inclined conical surfaces of the movable gripping rings or members that are interlocked with the peripheral or cylindrical portion of the engine-driven flange. With the expenditure of relatively little axial force, therefore, it is possible to engage the driving hub frictionally in a very effective manner from the engine-driven member so that the friction clutch will carry heavy loads without slipping.

The pivotal portions of the toggle levers I16 operate in open portions I85 of a web I86 which rotates with the engine-driven member by having peripheral splines I81 engagingthe grooves I68. Adjacent its central portion the web I86 is made integral with a sleeve I88, between the forward portion of which and the body portion of shaft 3' an anti-friction bearing I89 is interthe clutch structure (usually three points) toggle levers are provided for operating the friction clutch and means such as shown'in Fig. 12 are provided for mounting and guiding the movable clutch members I65, I66. In each of these locations two bolts I12 are provided, which at their right-hand ends (Fig- 12) are provided with heads I13 forming cheeks that are interconnected by a pivot pin I14, on which is adapted to rock a toggle lever I15 actuated from the sliding clutchactuating sleeve I16. The sh vrter arm I11 of the toggle lever is adapted to engage a roller I18 mounted on a pin I19 in a lug I80 projecting from clutch member I66. The shanks of the bolts I12 pass freely through openings I8l in member I66, and openings I82 in member I65, and pass through openings I83 in ring I69, the bolts having shouldered engagement with ring I69 and being rigidly attached thereto by nuts I84.

The means for operating the clutch-actuating collar I16 is substantially the same as in the form of Fig. 1.

As the clutch-actuating collar is'shii'ted toward the left (Fig. 11) for engaging the friction clutch, the action of the toggle: levers I15 is to cam the ring I66 toward the left so .that its inner conical clutch surface will be moved toward the co-acting conical surface of the hub member posed. The collar I16, previously mentioned, slides on the sleeve I88. It will be understood that the sleeve I88 is continually rotated by the rotation of the engine-driven member with which it is interlocked. Within the sleeve I88, and surrounding shaft B' with clearance, is a sleeve I90 which is keyed to sleeve I88 at I9I, and by this means the sleeve I90 is continually driven. .At its right-hand end (Fig. 11) this sleeve I90 is provided with a web I92 to which is bolted at the periphery thereof an internal gear I93, forming part of the gear set which is used in this instance. This gear set also includes a hub member I94 between which and the rear wall I96 of the housing an anti-friction bearing I96 is arranged. The' hub I94 is keyed to the adjacent portion of shaft B at I91, and in this particular form, the same key I91 serves to key to the shaft the coupling member D, previously mentioned. The hub member I94 has a web I98, to the peripheral portion of which is bolted an internal gear I99 facing toward internal gear I93 but of' slightly larger diameter than internal gear I93. Between the internal gears I93, I99 is arranged the web 200 of a pinion cage or carrier 20I. The webs supporting the internal gears I93, I99 close over the pinion carrier or cage at its respective ends. Mounted in the pinion carrier by means of long studs 202 therein are long pinion 203 engaging the teeth of internal gear I93. The long pinions 203 engage at opposite sides the teeth of short pinions 204 mounted in the cage by means of short pinion studs 205. Integral with the web 200 of the pinion cage is a brake rim 206 adapted to be gripped by a brake band 201 adapted to be tightened by mechanism including a link 208 pivoted at 209 to a lever 2I0 connected with the actuating rock shaft H.

In the forward drive, this form of reverse gear operates similarly to that of Fig. 1. The shaft B is driven from the forward end and practically all of the parts in the housing rotate. The gear set rotates within its surrounding brake band with the shaft, said gear set acting as a flywheel. On the reverse drive the clutch is disengaged, and the brake band is tightened around the pinion carrier so as to arrest its rotary motion. As the sleeve |90 iscontinuously driven, the braking of the pinion carrier causes the internal gear I93 to rotate the long pinions about fixed axes, and this causes the short pinions to be rotated about fixed axes, and such rotation of the short pinions causes the internal gear I99 to be rotated in the reverse direction, which effects, through the hub I94, the reverse drive of shaft BI- One of the improvements provided by my invention resides in the fact that a comparatively short reverse gear is Provided having a central or axial shaft adapted to be located directly in the drive axis, that is to say, in line with the driving shaft and the driven shaft. Such an arrangement lends itself to a very direct transmission of power to the propeller shaft or other driven shaft. Another important advantage arises from the organization of the principal parts of my new gear, in which a clutch structure is concentrically arranged adjacent one end of the central shaft or main'shaft, while a revoluble pinion cage and pinion structure is arranged concentrically adjacent the other end of the shaft. It is preferred, as herein shown, to have the clutch adjacent the forward end-of the shaft and the pinion cage and pinion gearing adjacent the rear end of the shaft, both of said elements being located within the same housing, and the operating lever mechanism, as herein shown, being disposed for the most part in the housing in a location between the clutch mechanism and the gearing. By such an arrangement there is great economy of space, and I am able to provide in very small compass a reverse gear which will transmit a large amount of power on forward drive and on reverse, and which can be readily installed, and after installation will give satisfactory service.

The improved clutches obviously have various applications, and are not limited to use in reverse gears.

While I have shown herein several forms which my invention may take and which are preferred, it will be understood that the invention can take many other forms, and that various modifications and changes in the organization of parts and in the details can be made without departing from the principles of the invention or the scope.

pine-driven member having a conical inner recess, a hub keyed to said shaft, a clutch member movable axially with respect to said hub and coupled thereto and having a conical friction parting forward drive", and means including a pair of sleeves concentric with said shaft intermediate of its ends, and internal'gears connected to said sleeves, for imparting reverse rotation to said shaft.

3. In a reversing mechanism, the combination of a longitudinalshaft, a coupling member carried by said shaft adjacent the rear end, an engine-driven member rotatively mounted adjacent the forward end of the shaft, means for clutching said member to the forward end 'ofthe shaft for imparting forward drive, lever mechanism arranged intermediate of the ends of said shaft for operating said clutching means, and means located rearwardly of said operating mechanism and including driving and driven internal gears surrounding said shaft for imparting reverse rotation to said shaft.

4. A reversing mechanism including a main longitudinal shaft adapted to be interpolated between and in alinement with a driving shaft and a shaft to be driven, a coupling member attached to the rear end of said main shaft, an enginedriven member rotatably associated with the forward end of said main shaft, a friction clutch mechanism for clutching in the engine-driven member associated with the forward end portion of said main shaft, reverse driving gearing associated with said shaft between the coupling member and the friction clutch mechanism, and

operating mechanism having portions disposed between the reverse driving gearing and the fricticn clutch mechanism, said friction clutch mechanism including a cone clutch member slidable axially of the device, and a plate clutch member slidable axially of the device into engagement with said cone clutch member and adapted to engage said cone clutch member with said engine-driven member.

5. A reversing mechanism including a main longitudinal shaft adapted to be interpolated between and in alinement with a driving shaft and a shaft to be driven, a coupling member attached to the rear end of said main shaft, an

surface adapted to engage that of said, enginedriven member, a clutch plate coupled to the engine-driven member and adapted to have face engagement with said first clutch member and to move the same into frictional engagement with said engine-driven member, means disposed concentrically with respect to said shaft for operating said clutch mechanism, and means includmember to the front end of the shaft for imciated with said shaft between the coupling member and the friction clutch mechanism, and operating mechanism having portions disposed between the reverse driving gearing and the friction clutch mechanism, said friction clutch mechanism including a conical socketed portion a formed on said engine-driven member atthe interior thereof, an axially slidable cone ring adapted to engage said socketed portion and keyed to a hub on the shaft, and a pair of axially slidable plates with interposed springs interlocked with said engine-driven member and adapted to be shifted axially of the device for engaging said cone ring-with said engine-driven member. g

6. In a reversing mechanism, the combination of a longitudinal shaft, an engine-driven member freely rotatable on one end of said shaft and having a conical inner socketed portion, a cone ring slidable axially of the mechanism, a hub on said shaft to which said cone ring is permanently locked, clutch plate mechanism for moving, said cone ring into engagement with said enginedriven member to impart forward drive to the shaft, actuating mechanism for the clutch plate mechanism including a sleeve surrounding the shaft, and mechanism disposed rearwardly of said sleeve and surrounding said-shaft for imparting reverse rotation to the shaft.

7. A reversing mechanism including a longitudinal shaft, an engine-driven member freely rotatable with respect to the shaft at one end of the shaft, friction clutch means for clutching said engine-driven member to the shaft for imparting forward drive, means for imparting reverse rotation to the shaft when the friction clutch means is disengaged, and means for positively locking the engine-driven member to the shaft in the event that there is slippage of the friction clutch means.

8. A reversing mechanism including a longitudinal shaft, an engine-driven member freely rotatable with respect to the shaft at one end of the shaft, friction clutch means for clutching said engine-driven member to the shaft for imparting forward drive. means for imparting reverse rotation to the shaft when the friction clutch means is disengaged, and means for positively locking the engine-driven member to the shaft in the event that there is slippage of the friction clutch means, said last-named means including an axially movable 'ring member associated with the friction clutch means.

9. A reversing mechanism including a longitudinal shaft, an engine-driven member freely rotatable with respect to the shaft at one end of the shaft, friction clutch means for clutching said engine-driven member to the shaft for imparting forward drive, means for imparting reverse rotation to the shaft when the friction clutch means is disengaged, and means for positively locking the engine-driven member to the shaft in the event that there is slippage of the friction clutch means, said last-named means including an axially movable ring member associated with the friction clutch means and haying a series of locking dogs adapted to engage a corresponding series of locking dogs carried by a hub on the shaft.

10. A reversing mechanism including a longitudinal shaft, an engine-driven member freely rotatable with respect to said shaft adjacent the forward end of the shaft, a driving hub connected with the forward end of the shaft, friction clutch means for clutching said enginedriven member to said hub for imparting forward drive to the shaft, means for imparting reverse rotation to the shaft when the friction clutch means is disengaged, and means of connection between said engine-driven member and said driving hub including an axially movable member connected to the engine-driven member and adapted to have positive clutching engagement with said hub.

11. In a reversing mechanism, the combination of a housing, a longitudinal shaft in the housing carrying a coupling member at one end adapted to drive a propeller or other shaft, an enginedriven member mounted for rotation with respect to the housing and shaft adjacent the other end of said shaft, a hub fixed to said shaft adjacent said engine-driven member and restrained against axial movement, means including an axially movable friction clutch element in sliding non-rotative engagement with the peripheral portion of said engine-driven member; for driving said hub from said peripheral portion, means operable upon disengagement of said friction clutch element for imparting reverse rotation to the shaft including gear mechanism arranged concentrically about the shaft at a point spaced longitudinally from the friction clutch element and an encircling brake member, means for operating said friction clutch element comprising a collar around the shaft movable lengthwise thereof in the space between the friction clutch element and said gear mechanism, a transverse operating shaft, and connections from said lastnamed shaft to said collar and to said brake member.

12. In a reversing mechanism, the combination of a housing, a longitudinal shaft in the housing carrying a coupling member at one end adapted, to drive a propeller shaft, an enginedriven member mounted for rotation with respect to the housing and shaft adjacent the other end of said shaft, a hub fixed to such other end of said shaft, a friction clutch element for clutching said hub to the peripheral portion of said engine-driven member, means in the rear portion of said housing operable upon disengagement of said friction clutch element for imparting reverse rotation to the shaft including gear mechanism and an encircling brake member, means surrounding said shaft in a space between said engine-driven member and said gear mechanism for operating said friction clutch element, and means for effecting positive drive between said engine-driven member and said hub in case there is slippage of the friction clutch.

13. In a reversing mechanism, the combination of a housing,-a longitudinal shaft in the housing carrying a coupling member at one end adapted to drive a propeller shaft, an engine-driven member mounted for rotation with respect to the housing and shaft adjacent the other end of said shaft, a hub fixed to such other end of said shaft,

a friction clutch element for clutching said hub to a the peripheral portion of said engine-driven member, means in the rear portion of said housing operable upon disengagement of said friction clutch element for imparting reverse rotation to the shaft including gear mechanism and an en- I circling brake member, means surrounding said shaft in a space between said engine-driven member and said gear mechanism for operating said friction clutch element, and means for effecting positive drive between said engine-driven member and said hub in case there is slippage of the friction clutch, said last-named means comprising an axially moving locking member located radially inward of the frictional gripping surfaces of the friction clutch.

14. In reversing mechanism, the combination of a shaft adapted to drive from one end a propeller or other shaft, a power-driven member adjacent the other end of said shaft, said powerdriven member being generally in the form of a flange or plate having a peripheral wall extending in the direction of the propeller end of said shaft,'a hub fixed to said shaft adjacent said mounted for rotation adjacent the other end of said shaft, said power driven member being generally of flange form, a hub fixed to said shaft adjacent said power-driven member, friction clutch means for clutching the peripheral port-ion of said power-driven member to the peripheral portion of said hub, and reverse means including a gear driven from the peripheral portion of said power-driven member, said friction clutch-means including an axially movable plate keyed to the peripheral portion of'said power-driven member.

16. In reversing mechanism, the combination of a shaft adapted to drive from one end a propeller or other shaft, a power-driven member mounted for rotation adjacent the other end of said shaft, said pcwer-drivenmember being generally of flange form, ahub fixed to said shaft I -adjacent said power-driven member, friction to the power-driven member and adapted to have positive clutching engagement with said hub, and reverse means including a gear driven from the peripheral portion of said power-driven member.

' 17. In reversing mechanism, a shaft, a powerdriven member mounted for rotation adjacent one end of said shaft,a hub fixed to the lastnamed end of the shaft, friction clutch means for clutching said power-driven member to said hub, means for imparting reverse rotation to the shaft when the friction clutch means is disengaged, and means of connection between said power-driven member and said hub including an axially movable member keyed to said powerdriven member and adapted to have positive clutching engagement with said hub.

18. In reversing mechanism, a shaft, a powerdrivenmember mounted for rotation adjacent one end of said shaft, a hub flx'ed-to the last-named end of the shaft, friction clutch means for clutching said power-driven member to saidhub, means for imparting reverse rotation to the shaft when the friction clutch means is disengaged, means of connection between said power-driven member'and said hub including an axially movable member frictionally connected to said power-driven member and adapted to have positive clutching engagement with said hub.

19. In reversing mechanism, the combinationv of a shaft adapted to drive from one end a propeller or other shaft, a power-driven member mounted for rotation adjacent the other end of said shaft, and restrained against axial movement, said power-driven member being generally of flange form, a hub fixed to said shaft adjacent said power-driven member and having oppositely inclined cone friction surfaces associated with its periphery, clutch elements mounted on the peripheral portion of said power-driven member and adapted to engage said cone surfaces for driving the hub from said power-driven member, and reverse means including a gear a driven from-the peripheral portion of said powerdriven member.

20. In a reversing mechanism, the combination of a shaft adapted to drive from one end a propeller shaft or other power take-ofi, a power-driven-member in the form of a flange held against axial movement adjacent the other end of said shaft, a hub fixed to said shaft acting pair of friction clutch surfaces including a conicalsurface carried by saidpower-driven member, and means operable upon disengagement of said friction clutch means and including a gear around said shaft connected to the rim portion of said power-driven member for imparting reverse rotation to the shaft.

21. In a reversing mechanism, the combination of a shaft adapted to drive from one end a propeller shaft or other power take-off, a power-driven member in the form of a .flange held against axial movement adjacent the other end of said shaft, a hub fixed to said shaft adjacent said power-driven member and restrained against axial movement, said power-driven member having a conical recess facing toward the propeller end of the mechanism, friction clutch means in sliding keyed engagement with.v the periphera1 portion of said hub including a member having a cone surface adapted to engage said conical recess, means for operating said friction clutch means, and means operable upon disengagement thereof and including a gear around said shaft connected to the rim of said power-driven member for imparting reverse rotation to said shaft.

of saidshaft, a hub fixed to said shaft adjacent said power-drivenmember and restrained against axial movement, friction clutch means comprising a member having an external conical surface cooperating with an internal conical surnected to and driven from the peripheral porface carried by said power-driven member for clutching said power-driven member to said hub, means including toggles and an axially'moving sleeve around said shaft for operating said friction clutch means, and means including a gear around said shaft fixed against longitudinal movement and having a sleeve inside said first sleeve operably connected to the rim portion of said power-driven member for imparting reverse rotation to the shaft when said clutch means is disengaged.

23. In reversing mechanism, the combination ofa shaft adapted to drive from one end a propeller shaft or other power take-off, a powerdriven member in the form of a flange held against axial movement adjacent the other end of said shaft, said flange having an interior conical recess, a hub fixed to said shaft adjacent said flange and restrained against axial movement, an axially movable friction clutch element .in sliding keyed engagement with the outer portion of said hub and having a conicalfriction surface to engage the recess of said flange,

an axially movable friction clutch element in sliding keyed engagement with the outer or rim portion of said flange adapted to frictionally engage said flrst axially movable friction clutch element to drive the same and to press it .into

driving engagement with the recessed portion of said flange, and means including a member contion of said flange for imparting reverse rotation to the shaft.

24. In reversing mechanism, the combination" shaft, said last means including a web driven from the peripheral portion of the flange and having a sleeve surrounding the shaft, and said means further comprising a gear having a sleeve 6 in lapping relation to said first sleeve.

ARTHUR T. NABS'I'EDT. 

